Wagon construction.



A. L. GOX.

WAGON CONSTRUCTION.

APPLICATION FILED 1120.5, 1013.

1,1 18,531 I Patented Nov. 24, 1914.

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ALVIN L. COX, OF. ELIZABETHTOWN, KENTUCKY.

WAGON CONSTRUCTION.

. Specification of Letters Patent.

Application filed December 5, 1913. Serial No. 804,871.

To all whom it may concern Be it known that I, ALVIN L. Cox, a citizen of the United States, residing at Elizabethtown, in the county of Hardin and State of Kentucky, have invented certain new and useful Improvements in WVagon Construction, of which the following is a specification.

My invention relates to improvements in vehicles, particularly wagons, which are adapted to be propelled by an engineer drawn by draft animals, and has special reference to apparatus of the above mentioned character, embodying a track-frame adapted to be moved in a novel manner, whereby a truck may. be conveniently moved longitudinally thereof.

An important object of this invention is to provide novel and simple means for vertically moving or adjusting the track-frame while maintaining the same substantially horizontal, whereby the truck mounted thereon to travel longitudinally thereof may be brought into horizontal alinement with a car floor or the like, and means to tilt the track-frame after its proper vertical adjustment, to aid in moving the truck from the same. y

A further object of the invention is to provide extremely simple means for tilting the track-frame.

A further object of the invention is to im prove in general the construction of such apparatuses with aview of rendering the same more simple, inexpensive to manufacture, durable, and convenientin use.

. Other objects and advantages of this invention will be apparent during the course of the following description.

Inthe accompanying drawings forming a part of this specification and in which like numerals are employed to designate like parts throughout thesame, Figure 1 is a side elevation of apparatus embodying my invention, Fig. 2 is a plan view of the same, Fig. 3 is a fragmentary perspective view of a portion of the track-frame, Fig. 4 is a detail section through a bearing for one of the hoisting elements, and, Fig. 5 is an enlarged detail section through a portion of the platform of the truck.

, In the drawings, wherein for the purpose of illustration, is shown a preferred embodiment of my invention, the numeral 10 designates a lower truck-frame, embodying a rear bolster 11 and a forward bolster 12, preferably rigidly connected by a longitudinal beam 13. Arranged below the bolster 11 and preferably rigidly connected therewith by any suitable means is an axle 14, upon which are rotatably mounted wheels 15. Arranged below the forward bolster 12 is an axle 16, pivoted thereto at a point equidistantly between the ends thereof, and carrying at its opposite ends rotatable wheels 17. The axle 16 is preferably connected witha draft appliance 18. However it is to be understood that the invention is not restricted to the use :of draft appliances as the vehicle maybe propelled by means of anongine, as in the case of automobiles.

The numeral 19 designates an intermedi- Patented Nov. 24, 1914. l

ate supportingframe, including transverse bolsters20, eonnectedby longitudinal beams 21.. Arranged above the intermediate supporting frame and raisedand lowered with the same by hoisting means to be described,

is a tracleframe 22, including longitudinal rails23, connected at their forward ends by a transverse beam2el, and strip 25, as shown.

Arranged preferably upon the outer long'ltudinal surfaces of the longitudinal rails 23.

are guide rails26, rigidly attached thereto 1 attached to the beam 24:, and extending.

transversely of the track-frame to form a stop for the forward longitudinal movement of an upper movable truck, to be described.

The numeral 28 designates a vertically swinging track-frame extension, embodying longitudinal rails 29, to the outer surfaces of which areattached guiderails 29, more clearly shown inFig. 3. The adjacent ends of the rails 23 and 29, are provided with interfitting reduced extensions 30. and 31, which are pivotally connected by a transverse rod 32, passing therethrough, as shown. The reduced extension 31 is provided with a curved end 33, to engage a curved face 34 of the rail 23, preventing the farther downward movement of the rail 29, such rail beingpreferably retained parallel with the rail 23 when occupying. its lowermost position. xtending through the rear ends of the rails 23 is a transverse rod or shaft 35, with the outer ends of which are connected vertically swinging latch-arms 36, provided near their outer ends withhooked These guide rails heads 37. The latch-arms 36 operate within U-shaped brackets 38, attached to the rails 29, as more clearly shown in Fig. 1. WVhen the extension traek-frame 28 is swung to its upper position, as shown in Fig. 1, it is held in such position by the latch-arms 36, and serves a tail-gate, for preventing the movable truck from moving off of the trackframe. hen the same is swung to the horizontal position, it serves as a continuation of the track-frame.

The hoisting means, above referred to, comprises preferably three screw-threaded shafts 39 and 4:0, which are arranged near the forward and rear ends of the lower truck-frame 10, to form a triangle. The shafts 40 are arranged near the opposite ends of the bolster 11, while the shaft 39 is arranged at a point equidistantly between the ends of the bolster 12. Each of the screw-threaded shafts 39 and 40, which are vertically arranged (see more particularly Fig. at), operates within a screw-threaded sleeve or bearing 11, extending within an opening formed through the bolster 11 or 12, and held stationary therein by bolts 422 or the like. The extreme upper end of each of the screw-threaded hoisting shafts 39 and 40 is smooth and is rotatably mounted within a sleeve or bearing 43, mounted within an opening formed in the bolster 20, the same being rotatably held therein by any suitable means. The smooth end of each of the screw-threaded shafts 39 or -l0 is provided with an annular groove i4, receiving the inner smooth end of a set screw 15, preventing the vertical movement of the intermediate supporting frame with relation to the lower truck-frame, but permitting the screwthreaded shafts 39 and 40 to be freely turned. Rigidly mounted upon the upper portions of the screw-threaded shafts 40 below and adjacent the bolster 20 are sprocket wheels 46, engaged by a sprocket chain 47, extending forwardly to engage a single sprocket wheel 48 rigidly mounted upon the screw-threaded shaft 39. y The sprocket wheel 18 is rigidly mounted upon a manually operated star wheel 49 and is preferably cast integral therewith. This star wheel embodies spaced radially extending arms or spokes 50, adapted to bemanually engaged by the operator. It is thus seen by turning the star wheel 49 the track frame will be raised or lowered depending upon the direction of such turning movement and retained in its horizontal position.

Nhile I prefer to use the form of hoisting means herein shown and described, owing to the simplicity of its construction, however it is to be understood that various changes may be made in the same, if desired.

The rear bolster 20 of the intermediate supporting frame is provided at its ends with reduced cylindrical extensions 51, re-

ceiving pivot brackets 52, which are bolted or otherwise attached to the lower surface of the longitudinal rails 23, adjacent the rear ends thereof, as shown. Connected with the forward bolster 20 are upwardly extending guide arms or standards 53, serving to prevent lateral displacements of the track frame 19, when the adjacent end thereof is vertically moved, as will be next explained. Preferably attached to the forward bolsters 20, at a point substantially equidistant .between the ends thereof, is a forked bracket 54, within which is pivotally mounted, as shown at 55, a hoisting cam 56, carrying an operating lever 57. The said lever 57 is so arranged with respect to the star wheel l9 when the same isswung downwardly to raise the forward end of the track-frame,

that it may be passed between two of the arms 50 of the star wheel, whereby it will be out of theway, and if desired,'the star wheel may be turned so that one arm will have clamping engagement with the lever 57 to positively prevent its improper swinging movement. However, the arm 57 is so pivoted, when the same is swung to the vertical position, that it is moved inwardly past dead center, whereby the weight of the track-frame will securely hold'it against returning movement.

The numeral 58 designates a platform included ina longitudinally movable upper truck, supported by rollers 59, adapted to travel upon the rails 23 and 29. While I have found that satisfactory results are obtainable by using the rollers 59 it is to be understood that I may also use bearing-balls or other anti-friction means, and that in some instances the anti-friction means may be entirely dispensed with. I also prefer to arrange rollers 60 between thelongitudinal edges of the platform 58 and the guide rails 26, to prevent undue friction between the upper truck and these guide 'rails. Outwardly extendinghandles 61 are rigidly attached to the platform 58, by means of which the platform may be moved longitudinally.

In the use of the apparatus, when the same is being loaded, the extension trackframe 28 is swung to thehorizontalposition, its outer end preferably extending into a car door or the like to be supported thereby. The track-frame may be raised or lowered to assume the proper vertical positionwith respect to the car door, by turning the star wheel 49, as is obvious. The upper movable truck including the platform 58 is then moved longitudinally upon the track-frame, after which the frame extension 28 is swung to the upper position, as shown in Fig. 1. When unloading, the track-frame 28 is again swung to itsloWer position, with its outer end extending into a car door or the like for engaging the door of the car to be supported thereby. The track-frame may be raised or lowered to assume the desired vertical posiinstead of arrangingthe cam 56 at the forward end of the track-frame, the same may be arranged at one side of the same, whereby the track-frame may be tilted transversely instead of longitudinally, the track-frame and upper track being suitably altered whereby this construction could be advantageously employed.

It is to be understood that the form of my invention herewith shown and described is to be taken as a preferred example of the same, and that various changes in the shape, size and arrangement of parts may be re sorted to without departing from the spirit of the invention or the scope of the subjoined claims.

Having deseribedmy invention, I claim 1. The combination with a wheeled frame, of an intermediate frame arranged above the same, hoisting mechanism arranged between the frames and including a manually operated Wheel arranged near the forward end of the frames and having relatively long radially extending spaced arms, an uppermost frame movably mounted upon the intermediate frame, a cam connected with the intermediate frame to turn thereon and engage the uppermost frame to raise and lower the same, and an operating lever secured to the cam and adapted to be swung.

downwardly to occupy a position between the arms of the manually operated Wheel to lock the wheel against rotation.

2. The combination with a wheeledframe, of an intermediate frame including forward and rear bolsters, a plurality of hoisting mechanisms interposed between the rear bolster and the wheeled frame, a single hoist ing mechanism interposed between the for ward bolster and the wheeled frame,

sprocket wheels connected with the hoisting.

mechanisms to operate the same, a sprocket chain engaging the sprocket wheels, a manually operated wheel connected with the forward sprocket wheel and including relatively long radially extending arms, a forwardly extending bracket connected with the forward bolster, a cam connected with the free end of the bracket to raise and lower an uppermost frame, a lever connected with the cam and adapted to be swung downwardly and inwardly to assume a position past the dead center of the pivoted cam and between two of the arms of the wheel whereby the cam and wheel are both locked against turning movement, and an uppermost frame arranged upon the intermediate frame and engaging the cam.

In testimony whereof I my signature in presence of two witnesses.

ALVIN L. COX.

W itnesscs:

W. E. Taoc'ron B. S. WILSON.

Copieaot this patent may be obtained for five cents each, by addressing the Commissioner of Patents. Washingtonyl). G. 

